JP2016534267A - Self-cooling engine - Google Patents

Abstract

A high strength compressed swirl (HICS) is generated at the end of a combustion stroke to enable efficient fuel combustion and immediate release of maximum energy. A self-cooling engine having a cylinder head including a cylinder and a turbo piston that freely reciprocates inside the cylinder. The cylinder head has a valve that achieves circumferential suction of the air-fuel mixture into the cylinder. The valve mechanism is closed and opened by a cylindrical cam by a camshaft. The circumferential suction of the mixture allows the cylinder to cool itself and burn the fuel effectively at the energy center. The intake stream of air-fuel mixture rotates an impeller on the piston that acts as a fan that cools the cylinder wall. The impeller blade deflects the flame from reaching the cylinder wall and acts as a thermal barrier between the energy center and the cylinder wall.

Description

  This application claims the priority of US Provisional Patent Application No. 61 / 882,529 filed on September 25, 2013, the contents of which are incorporated herein by reference.

  The subject technology generally relates to transportation, power generation and industrial applications, and more particularly to technology for generating energy without the need for complex cooling systems.

  The combustion efficiency of an internal combustion engine mainly depends on the quality of the air-fuel mixture. Generating swirl at the top of the a) intake manifold, b) cylinder head, c) piston plays a crucial role in achieving good thermodynamic efficiency. Swirl occurs in different forms such as vortex, tumble, squish and turbulence. In a spark ignition (SI) engine, air-fuel mixture swirling (swirl generation) is accomplished during the intake stroke, referred to as intake swirl, which occurs in a specially formed contour on the intake manifold or piston.

  In a compression ignition (CI) engine, swirling is accomplished at the end of the compression stroke and is referred to as a compression swirl generated at the cylinder head. A spherical swirl chamber is formed in the cylinder head into which diesel fuel is injected. By pushing compressed air into the spherical swirl chamber during the compression stroke, the injected fuel can be thoroughly mixed and efficient combustion can be achieved. The swirls caused by these techniques generate localized emissions and are localized to small areas of the cylinder and cylinder head that only achieve a slight increase in fuel efficiency.

  The heat loss to the cooling medium is more than the effective work on the piston. More than one third of the total heat of the consumed fuel is lost to the cooling medium and cooling system accessories. In the prior art, favorable results have not been obtained with respect to prevention of heat loss to the cooling medium.

  CI engines suffer from a larger pitfall where more than one-third of the heat generated is transferred to the cylinder wall. During the combustion process, the flame suddenly propagates in all directions and conducts a large amount of heat to the cooling medium through the cylinder wall. A thermal barrier (LHR) engine was developed in the 1980s in which the combustion chamber was coated with zircon ceramic to prevent heat loss to the surroundings up to 7%. In gasoline engines, the use of ceramic materials causes overheating of the intake air, resulting in undesirable engine knock in high addition operation. For these reasons, research on the LHR engine was discontinued.

  In view of the above difficulties, the subject technology of the present application has been made to provide a means for eliminating heat loss through the cylinder wall of the internal combustion engine (100). The present technology also achieves efficient combustion of the fuel so that the emissions due to incomplete combustion are negligible.

  The subject technology includes a sunflower valve as an intake valve that is operated by a cylindrical cam to allow the circumferential intake of the air-fuel mixture into the cylinder, which is a heat exchanger between the cylinder wall and the energy center. Work as a barrier. In this way, substantial heat loss to the cooling medium is prevented.

  During the intake stroke, the mixture swirls and removes heat from the cylinder walls. The cylinder with the turbo piston assembly also ensures ideal combustion of the complete mixer. Impeller blades intensify swirling motion to generate a high-load compression swirl (HICS) at the center of the cylinder during the combustion stroke. High-load compression swirls ensure that combustion efficiency is improved by having all the fuel molecules undergo multiple collisions necessary for an effective combustion process.

  The high load compression swirl (HICS) may be a direct swirl or a counter swirl depending on the fuel used.

  One embodiment relates to an engine that includes a cylinder head body that includes a sunflower mechanism, an exhaust valve mechanism, and a reciprocating piston assembly that is movable through a stroke into a cylinder.

  The cylinder head body includes: an intake manifold and an exhaust manifold disposed on the cylindrical surface of the cylinder head body; sunflower valve upper guide lock, sunflower valve block, sunflower valve lower guide lock, sunflower valve assembly A valve block housing on the cylindrical surface of the cylinder head body for receiving a cover and a cylindrical cam; a bracket providing bearing support for the camshaft and push rod; the sunflower along the cylinder axis An annular projection disposed on the outer cylindrical surface of the exhaust chamber for stopping movement of the valve assembly; the outer cylinder of the exhaust chamber for stopping movement of the sunflower valve assembly along the cylinder axis On the surface Receiving Sunflower assembly circlip is location, below the recess of the annular projection; comprises a threaded hole in said top surface of said cylinder head body for receiving and injector and spark plug.

  The sunflower valve mechanism or intake valve mechanism disposed adjacent to the intake manifold includes: a sun having a plurality of radial channels disposed coaxially with an engine cylinder axis to guide an air-fuel mixture during an intake stroke. A flower valve upper guide, wherein the sun flower valve upper guide is fixed to the cylinder head body to prevent rotation around the cylinder axis; guides the air-fuel mixture to the cylinder and generates a circumferential swirl A sunflower valve lower guide having a plurality of helically shaped radial channels in line with the sunflower valve upper guide arranged coaxially with an engine cylinder axis, the sunflower valve lower guide The guide is fixed to the cylinder head body to prevent rotation around the cylinder axis. A sunflower valve having a plurality of radial channels disposed coaxially with an engine cylinder shaft to allow a mixture to flow during the intake stroke; A valve is fixed to a cylindrical cam follower, the cam follower provides angular motion to the sunflower valve; to follow the cylindrical cam profile to provide angular motion to the sunflower valve; The cylindrical cam follower disposed on the top surface of the sunflower valve block; an angled slot in the sunflower valve block housing of the cylinder head body for guiding the cylindrical cam follower in an angular path Formed; and said sunflower valve in a closed position One comprises a coil spring disposed Sunflower valve spring seat for.

  The exhaust valve mechanism includes an exhaust valve cam, a push rod, an adjustable rocker arm and an exhaust valve for exhausting combustion gas from the cylinder.

  The camshaft includes an exhaust valve and a cylindrical cam disposed on the cylindrical surface of the camshaft; an exhaust valve cam for imparting a reciprocating motion to the push rod; and the sunflower valve and the sunflower valve Is provided with a cylindrical cam for imparting angular motion to the lens.

  The turbo piston assembly is an impeller rotatably disposed on a top surface of the piston, and the impeller is rotated by a force of an air-fuel mixture around a cylinder shaft, and the impeller is mounted on the cylinder shaft. Fixed to the piston to prevent movement along it; and a connecting rod for converting reciprocating motion into rotational motion.

  In the sunflower mechanism of the embodiment, the sunflower valve is rotatable about the cylinder axis between the sunflower valve upper guide and the sunflower valve lower guide, while the sunflower valve is moved to the cylinder during the intake stroke. Do not cover the radial channel of the sunflower valve upper guide and sunflower valve lower guide to allow mixed airflow; and the radial spiral channel of the sunflower valve lower guide generates a circumferential swirl in the cylinder Directing the mixed air flow circumferentially into the cylinder; a circumferential swirl generated by the sunflower mechanism cools the wall of the engine cylinder; a circumferential swirl generated by the sunflower mechanism Engine silin during explosion stroke He said to prevent the propagation of flame to the walls of.

  The turbo piston assembly moves upward during a compression stroke to cause a high load compression swirl at the energy center, and the high load compression swirl completely burns the air-fuel mixture at the energy center.

  Accordingly, one of the objectives of the subject technology is to provide an internal combustion engine that eliminates heat loss to the cooling medium and exhaust gas and subsequently eliminates the need for a cooling system for the cylinders of the internal combustion engine. Another object of the subject technology is to improve the efficiency of fuel combustion in a cylinder of an internal combustion engine.

The present technology can be implemented and utilized in many ways, including without limitation, as processes, apparatus, systems, devices, methods for currently known and future developed applications.
These and other unique features of the technology disclosed herein will become more readily apparent from the following description and accompanying drawings.

  In order that those having ordinary skill to which the disclosed technology belongs will more readily understand how to make and use that technology, reference is made to the following drawings.

  FIG. 1 is a cross-sectional view of an engine according to the subject technology.

  FIG. 2 is a cylinder head body showing an intake manifold and an exhaust manifold for the engine of FIG.

  3 is a cylinder head body showing a sunflower mechanism and an exhaust valve mechanism for the engine of FIG.

  FIG. 4 is a bottom view of a cylinder head assembly for the engine of FIG.

  FIG. 5 is an enlarged view of a cam and follower with exposed sunflower upper guide lock and sunflower valve block for the engine of FIG.

  FIG. 6 is a cylindrical cam follower that moves within an angled slot to open and close the sunflower valve for the engine of FIG.

  FIG. 7 is a complete cross-sectional view of a cylinder head for the engine of FIG.

  FIG. 7A is an enlarged view of a recess for receiving a sunflower valve assembly stopper, an exhaust valve seat and a sunflower valve assembly circlip.

  FIG. 8 is an exploded view of the sunflower valve mechanism for the engine of FIG.

  FIG. 9 is a serration of a valve block that mates with a sunflower valve and sunflower valve guide for the engine of FIG.

  FIG. 10 shows the important dimensions of the sunflower valve and impeller for the engine of FIG.

  FIG. 11 is a sunflower valve mechanism in the closed position for the engine of FIG.

  FIG. 12 is the sunflower valve mechanism in the open position for the engine of FIG.

  13 is a cross-sectional view of the cylinder head assembly along the flat surface of the sunflower valve upper guide for the engine of FIG. 1, showing the position of the cylindrical cam follower relative to the camshaft axis.

  FIG. 14 is an exploded view of a turbo piston assembly for the engine of FIG.

  15 is a cross-sectional view of a turbo piston for the engine of FIG.

  FIG. 16 is an O-positive structure of connecting rods to withstand torsional compression loads for the engine of FIG.

  FIG. 17 is an engine during the intake stroke for the engine of FIG. 1, and the arrows indicate the flow of the air-fuel mixture through the intake manifold, the intake chamber and the sunflower valve mechanism.

  FIG. 17A is a partially enlarged view of the sunflower valve assembly showing the mixed airflow into the engine cylinder.

  FIG. 18 is an engine during the compression stroke for the engine of FIG. 1, and the energy center arrow indicates the enhanced swirl (HICS) as a result of compression.

  FIG. 19 is an engine during the explosion stroke for the engine of FIG. 1 and shows the combustion of gas as a disc-shaped flame at the energy center.

  FIG. 20 is an engine during the exhaust stroke for the engine of FIG. 1, and the arrows indicate that combustion gases exit the cylinder through the exhaust manifold.

  FIG. 21 is a direct swirl energy center (DSEC) for the engine of FIG. 1, where the energy center arrows indicate the direction of the HICS.

  FIG. 22 is a counter swirl energy center (CSEC) for the engine of FIG. 1, where the arrows on the energy center indicate that the HICS direction is opposite the circumferential swirl.

  FIG. 23 is an exploded view of a sunflower valve mechanism without a sunflower valve guide lock and sunflower valve block.

  The subject technology relates to sunflower mechanisms, i.e., intake valve mechanisms and turbo piston assemblies, for internal combustion (IC) engines, and more particularly to methods for eliminating cooling losses, improving combustion efficiency, and reducing harmful emissions. The advantages and other features of the system disclosed herein will be more readily apparent to those skilled in the art from the following detailed description of certain preferred embodiments, taken in conjunction with the drawings that describe exemplary embodiments of the invention. Where like reference numerals identify similar structural elements.

  All relative descriptions herein such as left, right, top and bottom are with reference to the drawings and are not meant to be limiting. In addition, for the sake of clarity, common items are not included in the drawings, as will be appreciated by those skilled in the art. Unless otherwise specified, the illustrated embodiments can be understood as providing exemplary features of varying details of particular embodiments; therefore, unless otherwise specified, rather than illustrated Features, components, modules, elements, and / or aspects may be combined, interconnected, ordered, separated, interchanged, positioned without substantially departing from the system or method of the present disclosure. And / or can be rearranged. In addition, the shapes and sizes of the components are also exemplary and unless otherwise specified, they may be changed without substantially affecting or limiting the disclosed technology. it can.

  As will be described more fully hereinafter, the present self-cooled engine provides an engine design that cools the cylinder wall and ensures complete combustion of the fuel in the cylinder. The subject technology eliminates the need for a separate cooling system, thereby eliminating accessories such as refrigerant pumps, thermostats and fans that consume large amounts of engine power.

  Referring to FIG. 1, a cross-sectional view of an engine is shown and is generally referenced by reference numeral 100. The engine 100 includes a cylinder head body (8), a rocker arm (6), a sunflower valve mechanism (3), an exhaust valve mechanism (2), a fuel injector, a spark plug (25), an intake manifold (29), an exhaust manifold ( 12) a cylinder head assembly (1) comprising an engine cylinder (30) and a turbo piston assembly (4).

  The cylinder head body (8) is in the form of two concentric cylindrical blocks, in which the outer cylindrical block is called the intake chamber (27) and the inner cylindrical block is the exhaust chamber (26). be called. The intake manifold (29) is connected to the intake chamber (27) including the sunflower valve mechanism (3). The sunflower valve mechanism (3) is coaxially disposed in the annular space of the cylinder head body (8). The exhaust chamber (26) includes an exhaust valve mechanism (2) and is connected to the exhaust manifold (12). The exhaust valve spring (7) is seated in the stepped hole (9) of the cylinder head body (8). The rocker arm (6) is disposed on the top surface of the cylinder head body (8), and maintains the exhaust valve (11) in the closed position by the exhaust valve spring (7).

  The exhaust manifold (12) and the exhaust chamber (26) are in the form of an elbow (best shown in FIG. 7) which is an integral part of the cylinder head body (8). The exhaust chamber (26) includes an exhaust valve (11) seated on the exhaust valve seat (16) against the force of the exhaust valve spring (7). The threaded hole of the cylinder head body (8) receives a spark plug (25) that supplies a continuous spark and a fuel injector (31) that injects fuel into the intake chamber (27). The angle between the intake manifold (29) axis and the exhaust manifold (12) axis ranges from 70 ° to 90 °. 2, 3 and 4 are different views of the cylinder head assembly for better understanding and clarity.

  In engine 100, circumferential intake is achieved by a sunflower valve mechanism (also well shown in the exploded view of FIG. 8). The sunflower valve mechanism (3) is similar to a sunflower petal. The sunflower valve mechanism (3) is actuated by a cylindrical cam (26) to provide angular motion to open and close the sunflower valve mechanism (3). The exhaust valve (11) is operated by an exhaust valve cam (34) and an exhaust valve follower (33) (best shown in FIGS. 5 and 6), which are conventional lobe cams. Both the exhaust valve cam (34) and the cylindrical cam (38) are formed on the camshaft (13).

  The sunflower valve (18) is sandwiched between a sunflower valve upper guide (17) and a sunflower valve lower guide (19). The sunflower valve upper and lower guides (17, 19) are fixed in the cylinder head body (8) by the sunflower valve upper guide lock (35) and the sunflower valve lower guide lock (49) and remain stationary. . The sunflower valve lower guide (19) has a helically shaped radial channel (19a), which provides the mixture with an intake passage for the entry of air in the helical direction. The serrations (51) on the guide locks (35, 49) fit into the sunflower valve guides (17, 19) and rotate the sunflower valve guides (17, 19) when the sunflower valve (18) is in motion. Prevent (best shown in FIG. 9). The sunflower valve assembly is closed at the bottom by a sunflower valve assembly cover (50).

  The sunflower valve mechanism is held between the sunflower valve assembly stopper (42) and the sunflower valve assembly circlip (45) (best shown in the enlarged view of FIG. 7A). The sunflower valve assembly stopper is an annular protrusion outside the exhaust chamber for stopping the upward movement of the sunflower valve mechanism (3), and the sunflower valve assembly is used to prevent the downward axial movement. It is fixed by a circlip (45). The sunflower valve lower guide (19) has a height (h1) of the sunflower valve upper guide (17) to provide a smoother path of intake air and less heat transfer to the sunflower valve mechanism (3). ) And a higher height (h3). Less heat transfer to the sunflower valve mechanism (3) ensures minimal thermal expansion and smoother operation. The height (h1) of the sunflower valve upper guide (17) and the height (h2) of the sunflower valve (18) are equal and smaller than the height (h3) of the sunflower valve lower guide (19). Upward thrust due to gas pressure ensures a hermetic seal regardless of mating surface wear and tear. It is necessary for all mating surfaces of the sunflower valve guide (17, 19), the sunflower valve (18) is fully wrapped and activates it with minimal force (sunflower valve (18)) Is required to do.

  The sunflower valve (18) used in the engine has 36 petals (a technical term for the sunflower valve mechanism, see FIG. 10). The sunflower valve mechanism (3) has a petal angle (φ) of 6 ° with respect to a port angle (θ) of 4 °, whereby the sunflower valve (18) has an overlap angle of 1 °. And can completely cover the radial channel. A full angular motion of 5 ° is required to open the sunflower valve mechanism (3) by the cylindrical cam (38) and the cylindrical cam follower (39). Angular play of the cylindrical cam (38) can be reduced by increasing the number of petals in the sunflower valve (18).

  Referring to FIG. 11, the sunflower valve (18) is in the closed position by the force of the sunflower valve spring (37) seated on the sunflower valve spring seat (48). Referring to FIG. 12, the sunflower valve (18) is in the open position against the force of the sunflower valve spring (37). FIG. 13 refers to the position of the cylindrical cam follower (39) with respect to the camshaft shaft (14). The cylindrical cam follower in the closed position (39b) and the cylindrical cam follower in the open position (39d) are at the end points of the movement of the cylindrical cam follower (39). The cam follower intermediate position (39c) is a point when the camshaft shaft and the cylindrical cam follower shaft (39a) coincide. As the cylindrical cam follower (39) moves in the cylindrical path, the follower shaft (39a) shifts from the camshaft shaft (14), which is referred to as a follower offset. The follower offset should be minimal so that the cylindrical cam (38) can exert maximum force on the cylindrical cam follower (39). In order to reduce this offset, the swing angle (39e) of the cylindrical cam follower should be divided equally from the follower intermediate position (39c).

  The spark plug (25) generates a continuous spark when the engine is started and is not timed. The purpose of the spark plug (25) is to initiate combustion at start-up similar to the combustor used in a gas turbine. For multi-cylinder engines, a single spark plug may be used. The injector injects fuel into the intake chamber during the intake stroke.

  FIG. 14 shows an exploded view of the turbo piston assembly (4) and the crankshaft. Referring to FIG. 15, the impeller (20) is attached to the piston using an impeller shaft (20a) that is an integral part of the impeller and is secured by an impeller circlip (54). The impeller (20) can freely rotate by the force of the intake air-fuel mixture. As the impeller rotates at high speed, the torsional force acts on the piston (22) along with the compression load, and therefore the turbo piston assembly (4) is subjected to the torsion-compression load. To withstand this type of load, the conventional “I” cross-section connecting rod is replaced by a connecting rod (23) with a cross in the circle (read as O-positive) (FIG. 16). The load acting on the impeller blades is safely transmitted to the O-positive connecting rod, thus improving engine stability at higher speeds.

  In the engine (100), the air-fuel mixture is sucked from the circumferential direction into a cylinder called circumferential suction. The swirl flow of the mixture sweeps away heat from the cylinder wall during the intake stroke. During the compression stroke, the compressed swirling of the air-fuel mixture effectively burns fuel molecules at the energy center (21).

  The swirling stream of air-fuel mixture around the cylinder is called the circumferential swirl (56). The circumferential swirl (56) is responsible for cooling the cylinder wall and diverting the flame so that the flame cannot touch the cylinder wall. The circumferential swirl (56) also rotates an impeller (20) that acts as a fan for cooling the cylinder wall. The impeller is attached to a piston called a turbo piston assembly. The turbo piston assembly further intensifies the swirling action during the compression stroke to generate a high load compression swirl or HICS (57).

  The process of enhancing swirling to generate HICS is called swirling intensification. In HICS, molecules are moving very densely at high speed, so the probability of collision between molecules increases. The circumferential swirl (56) prevents the propagation of flame to the cylinder wall and improves efficiency because a smaller amount of fuel activates the energy center and performs useful work on the piston.

  The central part of the impeller is called the energy center (21). This is the interior space of the impeller that is exacerbated because swirling of the air-fuel mixture causes HICS (57). In this space, fast molecules make multiple collisions to release maximum energy within a short period of time. There are two types of energy centers depending on the direction of the HICS (57). Direct swirl energy center and counter swirl energy center.

  At the energy center, molecules move along a trajectory based on the law of conservation of angular momentum depending on the molecular weight, lighter molecules take smaller trajectories and heavier molecules take larger trajectories. As the molecule enters the energy center, the molecule is split into smaller molecules and takes a smaller trajectory. The release of energy occurs until the minimum trajectory allowed by the molecule is reached or the maximum energy is released.

The sweep factor is an important criterion for achieving effective cooling of the cylinder. The sweep factor is the ratio of the bore diameter to the effective cylinder length (gap length + stroke length).
Sweep factor = bore diameter / effective cylinder length (d / L), where L = c + 1.

  Swirling intensification is a process that enhances the swirling behavior of a mixture to cause HICS (57). Swirling intensification depends on the sweep factor, circumferential swirl angle (α) and impeller swirl angle (β).

  The cylinder energy center (21) of the subject technology differs from conventional combustion chambers in the manner in which fuel is combusted. During the exhaust stroke, there is always excess flame in the energy center. The surplus flame has significant energy for subsequent cycles. Fuel is added to make up for excess flames to maintain the energy level of the energy center.

  FIG. 17 shows the intake stroke, where the intake air mixture enters through the intake manifold (29) and collides with the exhaust chamber (26) to cool it. The spark plug (25) generates a continuous spark and fuel is injected into the suction chamber (27). The air flow through the intake manifold is bifurcated along the intake chamber and activates fuel and sparks injected into the cylinder through the sunflower valve (18) during the intake stroke. The sunflower valve lower guide channel is spirally curved and acts as a nozzle, allowing air to swirl in the circumferential direction at high speed. The air swirling flow impinges on the impeller blades that rotate the impeller (20). This is referred to as a circumferential swirl (56) and the fuel is sufficiently atomized to ensure effective combustion.

  FIG. 18 shows the compression stroke, where the sunflower valve and the exhaust valve are closed. The circumferential swirl is intensified to cause a high density compression swirl or HICS (57) in the center of the impeller. The dense compression swirl (57) ensures that all molecules make multiple collisions in order to immediately release maximum energy.

FIG. 19 shows an explosion stroke, where the hot gas of combustion moves the piston down to convert thermal energy into mechanical energy. The flame is generated by a disc-shaped flame (58). The flame cannot reach the cylinder wall for the following reasons.
・ The bore diameter is larger than the stroke length. Piston movement stops in a very short time, so there is not enough time for the flame to reach the cylinder wall.
・ The impeller blade deflects the flame so that it does not reach the cylinder wall.
• The supplied fuel is just enough to burn in the energy center.

  FIG. 20 shows the exhaust stroke, where the exhaust valve is opened (59) and combustion products are expelled out of the cylinder (30). A certain amount of hot gas remains in the cylinder with too much energy. This excess energy is useful for subsequent cycles, thereby maintaining the energy level of the energy center with less fuel supply.

  FIG. 18 shows a diesel swirl energy center (DSEC) where the HICS direction is the same as the circumferential swirl. This is a simple energy center where molecules are involved in side collisions.

  FIG. 19 shows a counter swirl energy center (CSEC) where the direction of the HICS (57) is opposite to the direction of the circumferential swirl (56). The impeller blade has a negative swirl angle to generate a counter swirl. The impeller (20) should have more kinetic energy to divert the air flow in the opposite direction to produce the HICS (57). Fuel molecules are involved in frontal collisions as they enter the energy center at high collision speeds. This allows strongly bonded atoms to take away these molecules or even take electrons from those atoms. This type of energy center can be used to burn low octane fuel.

  FIG. 21 is a diesel swirl energy center (DSEC), where the arrows in the energy center indicate the HICS direction for the engine of FIG.

  FIG. 22 is a counter swirl energy center (CSEC), where the arrow of the energy center indicates that the HICS direction is opposite to the circumferential swirl for the engine of FIG.

  FIG. 23 is an exploded view of a sunflower valve mechanism without a sunflower valve guide lock and sunflower valve block. As will be appreciated by those skilled in the relevant art, the sunflower valve mechanism of FIG. 23 utilizes the same principle as the sunflower valve mechanism of FIGS. Accordingly, like reference numerals are used to indicate like elements. The main difference of the sunflower valve mechanism of FIG. 23 is that the sunflower valve upper guide lock (35), the sunflower valve block (36), and the sunflower valve lower guide lock (49) have their rings (17), ( 18) and (19). Thus, the bulging surfaces (61), (62) bulge against the surfaces (63), (64), respectively, to prevent rotation of the locks (35), (49).

  Accordingly, it is understood that the subject technology provides a self-cooled engine having a cylinder that cools the engine and provides more efficient combustion than existing engines. For these reasons, the subject technology provides significant advantages in technologies that have substantial commercial benefits.

  The subject technology includes a sunflower valve lower guide having a plurality of radial channels that are coaxial with the cylinder axis. These channels are opened or closed by a sunflower valve mechanism. The subject technology uses gasoline fuel, but increasing the compression ratio and sweep factor allows the use of diesel fuel. The sunflower valve mechanism causes a circumferential flow of air when air is drawn into the cylinder. This circumferential flow of air cools the cylinder and effectively burns the fuel at the energy center. The intake air flow rotates the impeller of the piston, which acts as a fan for cooling the cylinder wall. During combustion, the impeller blades deflect the flame from reaching the cylinder wall and also act as a thermal barrier between the energy center and the cylinder wall.

  As shown, the subject art engine significantly reduces incomplete combustion by eliminating losses due to previously used cooling mechanisms. In the engine of the subject technology, the fuel instantly burns at the center of the cylinder and exerts a force at the center of the piston. The cylinder is cooled by a fresh flow of intake air, thereby eliminating the complex cooling mechanisms currently used in internal combustion engines. A high load compression swirl (HICS) generated at the end of the compression stroke ensures that all molecules of the fuel are involved in the combustion.

  The engine of the subject technology achieves a high degree of homogenous mixture by streamlining air movement using a sunflower valve mechanism and a turbo piston. Embodiments of the subject technology provide a self-cooling engine that can cool a cylinder wall with a fresh flow of intake air during an intake stroke. The intake air is swirled circumferentially across the cylinder wall to cool the cylinder. The fuel is used only to perform useful work on the piston, thereby increasing engine efficiency. Also, the fuel is burned effectively in the energy center (21) by being completely atomized during the swirling process.

  While certain structures embodying the subject technology have been shown and described herein, various modifications and rearrangements of parts may be made without departing from the spirit and scope of the underlying inventive concepts. It will be apparent to those skilled in the art that modifications and rearrangements thereof are not limited to the specific forms shown and described herein, except as may be pointed out and by the appended claims. It is.

DESCRIPTION OF SYMBOLS 1 Cylinder head assembly 2 Exhaust valve mechanism 3 Sunflower valve mechanism 4 Turbo piston assembly 5 Rocker arm adjustment screw 6 Rocker arm 7 Exhaust valve spring 8 Cylinder head body 8a Fastening stud and bolt 9 for engine cylinder and cylinder head assembly 9 Exhaust valve Step hole 10 for spring Cylinder shaft 11 Exhaust valve 12 Exhaust manifold 13 Camshaft 14 Camshaft shaft 15 Exhaust manifold shaft 16 Exhaust valve seat 17 Sunflower valve upper guide 17a Sunflower valve upper guide radial channel 18 Sunflower valve 18a Sunflower valve radial channel 19 Sunflower valve lower guide 19a Sunflower valve lower guide radial channel 20 Impeller 21 Energy center 22 Piston 23 Connecting rod 24 Crankshaft 25 Spark plug 26 Exhaust chamber 27 Intake chamber 28 Intake manifold shaft 29 Intake manifold 30 Engine cylinder 31 Fuel injector 32 Push rod 33 Exhaust valve cam follower 34 Exhaust valve cam 35 Sunflower valve upper guide lock 36 Sunflower valve block 37 Sunflower valve spring 38 Cylindrical cam 39 Cylindrical cam follower 39a Cylindrical cam follower shaft 39b Cylindrical cam follower 39c in the closed position Cylindrical cam follower 39d in the intermediate position Cylindrical cam follower 39e in the open position Cylindrical cam follower swing angle 40 Bracket 41 for camshaft and push rod bearing support Cylindrical cam follower angular motion Slot 42 for sunflower valve assembly stopper 43 recess 44 for receiving sunflower valve assembly circlip stepped hole 45 for receiving exhaust valve seat 45 sunflower valve assembly circlip 46 sunflower valve block housing 47 sunflower valve angle Rectangular groove for play 48 Sunflower valve spring seat 49 Sunflower valve lower guide lock 50 Sunflower valve assembly cover 51 Serration on valve block 52 Cylindrical cam follower path 53 Piston pin 54 Impeller circlip 55 Air and intake stroke Fuel flow 56 Circumferential swirl 57 High-load compression swirl (HICS)
58 Gas combustion 59 Exhaust valve open 60 Exhaust flow Sunflower valve and impeller dimensions D Sunflower valve diameter d Sunflower valve inner diameter θ Port angle φ Petal angle h1 Sunflower valve upper guide height h2 Sunflower valve Height h3 Sunflower valve lower guide height α Circumferential swirl angle β Impeller swirl angle

Claims (8)

An engine having at least one cylinder,
A cylinder head body equipped with a sunflower mechanism and an exhaust valve mechanism;
A reciprocating turbo piston assembly movable through a stroke in the cylinder. The cylinder head body is
An intake manifold and an exhaust manifold disposed on a cylindrical surface of the cylinder head body;
A valve block assembly on the cylindrical surface of the cylinder head body that houses a sunflower valve upper guide lock, sunflower valve block, sunflower valve lower guide lock, sunflower valve assembly cover and cylindrical cam follower;
A bracket that provides bearing support for the camshaft and push rod;
An annular protrusion disposed on the outer cylindrical surface of the exhaust chamber to stop movement of the sunflower valve assembly along the cylinder axis;
A recess below the annular protrusion for receiving a sunflower assembly circlip disposed on the outer cylindrical surface of the exhaust chamber to stop movement of the sunflower valve assembly along the cylinder axis;
The engine of claim 1, comprising an injector and a threaded hole on a top surface of the cylinder head body for receiving a spark plug. The sunflower valve mechanism or intake valve mechanism disposed adjacent to the intake manifold is:
A sunflower having a plurality of radial channels arranged coaxially with the engine cylinder shaft to guide the air-fuel mixture during the intake stroke and fixed to the cylinder head body to prevent rotation about the cylinder shaft A valve upper guide,
A plurality of vortex-shaped radial channels in line with the sunflower valve upper guide disposed coaxially with the engine cylinder shaft to guide the air-fuel mixture to the cylinder and generate a circumferential swirl; and A sunflower valve lower guide fixed to the cylinder head body to prevent rotation around the cylinder axis;
A plurality of radial channels arranged coaxially with an engine cylinder axis and secured to a cylindrical cam follower to allow mixed air flow during the intake straw, the cylindrical cam follower being Providing angular motion to the valve;
The cylindrical cam follower disposed on the top surface of the sunflower valve block for subjecting the sunflower bubble to angular motion according to the cylindrical cam follower profile;
An angled slot is formed in the sunflower valve block housing of the cylindrical head body to guide the cylindrical cam follower into an angled path;
The engine according to claim 1, further comprising a coil spring disposed on a sunflower valve spring seat to keep the sunflower valve in a closed position. The engine according to claim 1, wherein the exhaust valve mechanism releases combustion gas from the cylinder. The camshaft structure is:
An exhaust valve cam and a cylindrical cam are disposed on the cylindrical surface of the camshaft;
An exhaust valve cam for reciprocating the push rod;
The engine of claim 1, further comprising a cylindrical cam for applying angular motion to the cylindrical cam follower and to the sunflower valve. The structure of the turbo piston assembly is:
An impeller rotatably disposed on a top surface of the piston, the impeller being rotated by a force of an air-fuel mixture around a cylinder axis, and the impeller for preventing movement along the cylinder axis Fixed to the piston;
The engine according to claim 1, further comprising a connecting rod for changing the reciprocating motion into a rotational motion. The sunflower valve is rotatable about a cylinder axis between a sunflower valve upper guide and a sunflower valve lower guide, and the sunflower valve is configured to allow the mixture to enter the cylinder during an intake stroke. Do not cover the radial channels of the sunflower valve upper guide and sunflower valve lower guide to allow flow;
In the sunflower valve mechanism, a radial spiral channel of the sunflower valve lower guide directs the mixture flow circumferentially into the cylinder to generate a circumferential swirl within the cylinder;
A circumferential swirl generated by the sunflower mechanism cools the wall of the engine cylinder;
The engine according to claim 3, wherein the circumferential swirl generated by the sunflower mechanism prevents a flame from propagating to a wall of the engine cylinder during an explosion stroke. The turbo piston assembly moves upward during a compression stroke to cause a high load compression swirl at the energy center, the high load compression swirl causing the air-fuel mixture to completely burn at the energy center. Engine.

Images